WO2024065592A1 - Vehicle control method and apparatus - Google Patents

Abstract

A vehicle control method and apparatus, which relate to the technical field of electric vehicles. The method comprises: according to a first traveling parameter of a vehicle, calculating a first energy recovery torque, wherein the first traveling parameter comprises a yaw velocity; and according to the first energy recovery torque, controlling the vehicle to perform energy recovery. The method is helpful to ensure the traveling safety of a vehicle and the driving experience.

Description

Vehicle control method and device Technical Field

The present application relates to the field of vehicle technology, and in particular to a vehicle control method and device.

Background technique

At present, air pollution is serious, haze occurs frequently, and environmental protection issues have received widespread attention. Therefore, the development of electric vehicles (EVs) has received attention from all countries. Among them, energy recovery is usually used to improve the energy utilization rate of EVs to solve the problem of driving range of ECs.

However, in some current designs, when energy recovery is performed in some scenarios, EVs are prone to rear axle skidding or tail-swinging, which poses a driving safety problem. In other designs, when skidding or tail-swinging occurs, the EV's electronic stability control system (ESC) will trigger a correction, and at the same time, the ESC will require the vehicle control unit (VCU) or vehicle domain controller (VDC) to exit braking energy recovery, which in turn will cause the EV to "rush forward."

Therefore, in the energy recovery solution, how to ensure the safety of vehicle driving and the driving experience is still an important issue that needs to be solved urgently.

Summary of the invention

The present application provides a vehicle control method and device, which help to ensure the safety of vehicle driving and ensure the driving experience.

In the first aspect, the embodiment of the present application provides a vehicle control method, which can be implemented by a vehicle control device, which can be deployed on the vehicle side, for example, it can be a vehicle control unit (VCU) or a vehicle domain controller (VDC), etc. The embodiment of the present application does not limit the product form of the vehicle control device. Among them, the vehicle can be a two-wheel drive electric vehicle or a four-wheel drive electric vehicle. The vehicle can be a rear-drive motor as the main recovery motor for performing energy recovery of the vehicle. For example, the main recovery motor of the vehicle can be a permanent magnet synchronous motor. Among them, in the four-wheel drive electric vehicle scenario, the vehicle can include a rear-drive motor (for example, represented as a first motor) and a front-drive motor (for example, a second motor), and the vehicle control device can use the method of the embodiment of the present application to calculate the energy recovery torque of at least one motor of the vehicle to control the vehicle to recover energy.

The method may include: calculating a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate; and controlling the vehicle to perform energy recovery according to the first energy recovery torque.

Through this method, the vehicle control device can calculate the energy recovery torque in real time by considering driving parameters such as yaw rate, so as to dynamically limit the intensity of the vehicle's energy recovery, so as to reduce or even avoid the vehicle's instability tendency (such as side slip or tail swing) when implementing energy recovery in certain special scenarios (such as cornering scenarios), thereby ensuring the vehicle's driving safety. At the same time, based on this method, the ESC correction triggered by vehicle instability can be reduced, avoiding the vehicle's "forward feeling" to ensure the driving experience.

In combination with the first aspect, in a possible design, the method also includes: determining that the vehicle satisfies at least one of the following first activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a first value; the speed of the vehicle is greater than or equal to a second value; or the value of the braking force request information of the vehicle is greater than or equal to a third value.

Through this method, the vehicle control device can configure the dynamic energy recovery function and determine whether the dynamic energy recovery function needs to be activated through real-time monitoring of relevant driving parameters of the vehicle, so that after the dynamic energy recovery function is activated, the intensity of the vehicle's energy recovery can be dynamically limited by dynamically adjusting the energy recovery torque.

In combination with the first aspect, in a possible design, the first driving parameter includes speed, and calculating the first energy recovery torque based on the first driving parameter of the vehicle includes: calculating a first intervention value based on the yaw angular velocity and the speed; calculating the first energy recovery torque based on the first intervention value.

By means of the method, the vehicle control device may be configured to flexibly calculate the first energy recovery torque, for example by calculating the first energy recovery torque by calculating the first intervention value.

In combination with the first aspect, in a possible design, the first driving parameter includes braking force request information, and the calculating the first energy recovery torque according to the first driving parameter of the vehicle includes: calculating a second intervention value according to the braking force request information and the speed; and calculating the first energy recovery torque according to the second intervention value. For example, the braking force request information may include brake pedal opening information.

By means of the method, the vehicle control device may be configured to flexibly calculate the first energy recovery torque, for example by calculating the first energy recovery torque by calculating the second intervention value.

In combination with the first aspect, in a possible design, calculating the first energy recovery torque based on the first driving parameter of the vehicle includes: calculating the first energy recovery torque based on a larger value between the first intervention value and the second intervention value.

Through this method, the vehicle control device can calculate different intervention values according to different first driving parameters, and select a larger intervention value to dynamically limit the energy recovery intensity of the vehicle, so as to avoid the vehicle from becoming unstable as much as possible.

In combination with the first aspect, in a possible design, the method may also include: obtaining a first distribution ratio of the energy recovery torque; controlling the vehicle to perform energy recovery based on the first energy recovery torque, including: calculating a second energy recovery torque based on the first energy recovery torque and the first distribution ratio; controlling the first motor of the vehicle to perform energy recovery based on the second energy recovery torque.

In combination with the first aspect, in a possible design, the method may also include: calculating a third energy recovery torque based on the first energy recovery torque and the second distribution ratio, the second distribution ratio being the difference between 1 and the first distribution ratio; and controlling the second motor of the vehicle to perform energy recovery based on the third energy recovery torque.

Through this method, the vehicle control device can start the dynamic distribution function, by distributing the energy recovery torque to different motors of the vehicle as needed, so that different motors can respectively assume part of the energy recovery capacity, so as to prevent the vehicle from becoming unstable and ensure driving safety while making the total energy recovery intensity of the vehicle as optimal as possible.

In combination with the first aspect, in a possible design, the method may also include: calculating the friction braking force based on the first energy recovery torque and the third distribution ratio, the third distribution ratio being the difference between 1 and the first distribution ratio; and controlling the master cylinder pressure or wheel cylinder pressure of the vehicle based on the friction braking force.

Through this method, the vehicle control device can activate the dynamic friction braking function and dynamically adjust the friction braking force to control the vehicle stability, thereby ensuring the vehicle's driving safety and driving experience.

In combination with the first aspect, in a possible design, the first distribution ratio of obtaining the energy recovery torque includes: querying the first distribution ratio from preset distribution ratio information according to the second driving parameter of the vehicle, wherein the second driving parameter includes the yaw angular velocity and/or the longitudinal acceleration.

Through this method, as an example, the vehicle control device can obtain the first distribution ratio of the energy recovery torque by looking up a table or similar method.

In combination with the first aspect, in a possible design, the method also includes: determining that the vehicle satisfies at least one of the following second activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a fourth value; or, the longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

Through this method, the vehicle control device can configure the dynamic allocation function and determine whether the dynamic allocation function needs to be activated through real-time monitoring of relevant driving parameters of the vehicle, so that after activating the dynamic allocation function, the intensity of the vehicle's energy recovery can be dynamically adjusted through the dynamic allocation of energy recovery torque of different motors.

In combination with the first aspect, in a possible design, the method also includes: when starting the energy recovery function, calculating the fourth energy recovery torque according to the third driving parameter of the vehicle, the third driving parameter including at least one of the following: accelerator pedal opening information, battery state of charge SOC, speed, gear, driving mode, road mode; calculating the first energy recovery torque according to the first driving parameter of the vehicle includes: calculating the first energy recovery torque according to the first driving parameter and the fourth energy recovery torque.

Through this method, the vehicle control device can calculate the fourth energy recovery torque in real time according to the driving parameter information acquired in real time. The fourth energy recovery torque can be used as the initial energy recovery torque of the dynamic energy recovery function, so that the vehicle control device can dynamically limit the intensity of the vehicle's energy recovery torque based on the fourth energy recovery torque.

In combination with the first aspect, in a possible design, the method further includes: calculating the front axle slip rate and the rear axle slip rate according to a fourth driving parameter of the vehicle, the fourth driving parameter including at least one of the following: wheel speed, speed or axle speed; adjusting the first energy recovery torque according to the front axle slip rate, the rear axle slip rate and the target slip rate boundary value. In combination with the first aspect, in a possible design, the method further includes: determining the target slip rate boundary value according to the road surface type of the road where the vehicle is located.

Through this method, the vehicle control device can adjust the energy recovery torque to be output according to the road conditions on which the vehicle is located.

In a second aspect, an embodiment of the present application provides a vehicle control device, which may include: a calculation unit, used to calculate a first energy recovery torque based on a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw angular velocity; and a control unit, used to control the vehicle to perform energy recovery based on the first energy recovery torque.

In combination with the second aspect, in one possible design, the device also includes a determination unit for determining that the vehicle satisfies at least one of the following first activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a first value; the speed of the vehicle is greater than or equal to a second value; or the value of the braking force request information of the vehicle is greater than or equal to a third value.

In combination with the second aspect, in a possible design, the first driving parameter includes speed, and the calculation unit is specifically used to: calculate a first intervention value based on the yaw angular velocity and the speed; and calculate the first energy recovery torque based on the first intervention value.

In combination with the second aspect, in a possible design, the first driving parameter includes braking force request information, and the calculation unit is specifically used to: calculate a second intervention value based on the braking force request information and the speed; and calculate the first energy recovery torque based on the second intervention value.

In combination with the second aspect, in a possible design, the calculation unit is specifically used to calculate the first energy recovery torque according to a larger value between the first intervention value and the second intervention value.

In combination with the second aspect, in a possible design, the device also includes: an acquisition unit for acquiring a first distribution ratio of the energy recovery torque; the control unit is specifically used to: calculate the second energy recovery torque according to the first energy recovery torque and the first distribution ratio through the calculation unit; and control the first motor of the vehicle to perform energy recovery according to the second energy recovery torque.

In combination with the second aspect, in a possible design, the control unit is also used to: calculate a third energy recovery torque based on the first energy recovery torque and the second distribution ratio through the calculation unit, where the second distribution ratio is the difference between 1 and the first distribution ratio; and control the second motor of the vehicle to perform energy recovery based on the third energy recovery torque.

In combination with the second aspect, in a possible design, the control unit is also used to: calculate the friction braking force according to the first energy recovery torque and the third distribution ratio through the calculation unit, and the third distribution ratio is the difference between 1 and the first distribution ratio; and control the master cylinder pressure or wheel cylinder pressure of the vehicle according to the friction braking force.

In combination with the second aspect, in a possible design, the acquisition unit is specifically used to: query the first distribution ratio from preset distribution ratio information according to the second driving parameter of the vehicle, wherein the second driving parameter includes the yaw angular velocity and/or the longitudinal acceleration.

In combination with the second aspect, in one possible design, the device also includes a determination unit for determining that the vehicle satisfies at least one of the following second activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a fourth value; or, the longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

In combination with the second aspect, in a possible design, the calculation unit is also used to: when starting the energy recovery function, calculate the fourth energy recovery torque according to the third driving parameter of the vehicle, the third driving parameter including at least one of the following: accelerator pedal opening information, battery state of charge SOC, speed, gear, driving mode, road mode; the calculation unit calculates the first energy recovery torque according to the first driving parameter of the vehicle, including: calculating the first energy recovery torque according to the first driving parameter and the fourth energy recovery torque.

In combination with the second aspect, in a possible design, the calculation unit is also used to: calculate the front axle slip rate and the rear axle slip rate according to a fourth driving parameter of the vehicle, the fourth driving parameter including at least one of the following: wheel speed, speed or axle speed; adjust the first energy recovery torque according to the front axle slip rate, the rear axle slip rate and the target slip rate boundary value.

In combination with the second aspect, in a possible design, the device further includes: a determination unit, configured to determine the target slip rate boundary value according to a road surface type of the road on which the vehicle is located.

In a third aspect, an embodiment of the present application provides a communication device, comprising a processor, which is coupled to a memory: the processor is used to execute a computer program or instructions stored in the memory, so that the device executes the method described in the first aspect and any possible design of the first aspect.

In a fourth aspect, an embodiment of the present application provides a vehicle, comprising a unit for implementing the method described in the first aspect and any possible design of the first aspect.

In a fifth aspect, an embodiment of the present application provides a readable storage medium, including a program or instructions. When the program or instructions are executed, the method described in the first aspect and any possible design of the first aspect is executed.

In a sixth aspect, an embodiment of the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the method described in the first aspect and any possible design of the first aspect.

In a seventh aspect, an embodiment of the present application provides a terminal device, including a unit for implementing the method described in the first aspect and any possible design of the first aspect, or a unit for implementing the method described in the second aspect and any possible design of the second aspect. By way of example, the terminal device includes, but is not limited to: intelligent transportation equipment (such as cars, ships, drones, trains, trucks, etc.), intelligent manufacturing equipment (such as robots, industrial equipment, intelligent logistics, intelligent factories, etc.), and intelligent terminals (mobile phones, computers, tablet computers, PDAs, desktops, headphones, speakers, wearable devices, vehicle-mounted devices, etc.).

Based on the implementations provided in the above aspects, the embodiments of the present application can be further combined to provide more implementations.

The technical effects that can be achieved by any possible implementation method in any of the second to seventh aspects mentioned above can be referred to the description of the technical effects that can be achieved by any possible implementation method in any of the first to second aspects mentioned above, and the repetitions will not be discussed here.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram showing an application scenario to which an embodiment of the present application is applicable;

FIG2 is a schematic diagram showing the principle of a vehicle control method according to an embodiment of the present application;

FIG3 is a schematic diagram showing a flow chart of a vehicle control method according to an embodiment of the present application;

4 to 6 are schematic flow charts showing vehicle control methods in different situations according to embodiments of the present application;

FIG7 shows a schematic structural diagram of a vehicle control device according to an embodiment of the present application;

FIG8 shows a schematic structural diagram of a communication device according to an embodiment of the present application.

Detailed ways

The embodiments of the present application provide a vehicle control method and device, which are helpful to ensure the safety of vehicle driving and the driving experience. Among them, the method and the device are based on the same technical concept. Since the principles of solving the problem by the method and the device are similar, the implementation of the device and the method can refer to each other, and the repeated parts will not be repeated. In addition, in each embodiment of the present application, if there is no special explanation and logical conflict, the terms and/or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form a new embodiment according to their inherent logical relationship.

It should be noted that the vehicle driving scheme in the embodiment of the present application can be applied to the Internet of Vehicles, such as vehicle to everything (V2X), long-term evolution-vehicle (LTE-V), vehicle to vehicle (V2V), etc. For example, it can be applied to a vehicle with a driving mobile function, or other devices in a vehicle with a driving mobile function. The other devices include but are not limited to: other sensors such as a vehicle-mounted terminal, a vehicle-mounted controller, a vehicle-mounted module, a vehicle-mounted module, a vehicle-mounted component, a vehicle-mounted chip, a vehicle-mounted unit, a vehicle-mounted radar or a vehicle-mounted camera. The vehicle can implement the vehicle driving method provided in the embodiment of the present application through the vehicle-mounted terminal, the vehicle-mounted controller, the vehicle-mounted module, the vehicle-mounted module, the vehicle-mounted component, the vehicle-mounted chip, the vehicle-mounted unit, the vehicle-mounted radar or the vehicle-mounted camera. Of course, the control scheme in the embodiment of the present application can also be used in other intelligent terminals with mobile control functions other than the vehicle, or be set in other intelligent terminals with mobile control functions other than the vehicle, or be set in the components of the intelligent terminal. The smart terminal may be a smart transportation device, a smart home device, a robot, etc. For example, it includes but is not limited to a smart terminal or a controller, a chip, other sensors such as a radar or a camera, and other components in the smart terminal.

It should be noted that in the embodiments of the present application, "at least one" refers to one or more, and "plurality" refers to two or more. "And/or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and/or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character "/" generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, c can be single or multiple.

Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of the present application are used to distinguish multiple objects, and are not used to limit the priority or importance of multiple objects. For example, the first indication information and the second indication information are only used to distinguish different indication information, rather than indicating the difference in priority or importance of the two indication information.

To facilitate understanding, the embodiments of the present application are introduced below in conjunction with the accompanying drawings.

FIG1 is a schematic diagram showing an application scenario to which an embodiment of the present application is applicable.

FIG1 shows a schematic diagram of an application scenario to which an embodiment of the present application is applicable. In the application scenario, a vehicle 100 may be included. In a possible implementation, the application scenario may also include a cloud server 200, and the vehicle 100 and the cloud server 200 may communicate via a network. In one embodiment, the cloud server 200 may also be implemented via a virtual machine.

Some or all functions of the vehicle 100 are controlled by a computing platform 150 (or computer system). The computing platform 150 may include at least one processor 151, which may execute instructions 153 stored in a non-transitory computer-readable medium such as a memory 152. In some embodiments, the computing platform 150 may also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner. The processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 may also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SoC), an application specific integrated circuit (ASIC), or a combination thereof.

Optionally, the vehicle 100 may be a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, an amusement vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train, etc., which is not particularly limited in the embodiments of the present application. In a possible implementation, the vehicle 100 may be an electric vehicle (EV), such as a two-wheel drive electric vehicle or a four-wheel drive electric vehicle, which is not limited in the embodiments of the present application.

It should be understood that the structure of the vehicle in FIG. 1 should not be construed as limiting the embodiments of the present application.

The vehicle control method of the embodiment of the present application can be implemented by a vehicle control device, which can be an independent device, a chip or component in the vehicle 100 shown in FIG1 , or a software module, which can be deployed on the relevant on-board equipment of the vehicle 100. The embodiment of the present application does not limit the product form and deployment method of the vehicle control device. In the following, for the sake of ease of understanding and description, the vehicle control scheme of the embodiment of the present application will be introduced by taking the vehicle control unit (VCU) or the vehicle domain controller (VDC) of the computing platform 150 integrated in the aforementioned vehicle 100 as an example.

The implementation principle of the embodiments of the present application is introduced below.

Fig. 2 is a schematic diagram showing the principle of the vehicle control method of the embodiment of the present application. Referring to Fig. 2, the VCU or VDC can interact with other modules in the vehicle to implement the vehicle control solution.

For example, the VCU or VDC can obtain at least one driving parameter of the vehicle through the vehicle's sensor system, and always monitor and collect the vehicle's operating data. The sensor system may include but is not limited to: speed sensor, acceleration sensor, angular velocity sensor, roll angle sensor, steering wheel sensor and other sensors, and the at least one driving parameter obtained through the vehicle's sensor system may include but is not limited to: speed, longitudinal (lateral) acceleration, yaw angular velocity, roll angle, steering wheel angle, heading angle, accelerator pedal opening information, brake pedal opening information, gear position, driving mode, road mode, battery state of charge (SOC), etc. The VCU or VDC can integrate various driving parameters obtained from the sensor system to obtain information about the vehicle itself and the surrounding environment, which can be used by the VCU or VDC to make vehicle control decisions. For example, the VCU or VDC can determine whether the vehicle currently has safety hazards such as skidding or drifting, and whether to activate the vehicle's dynamic control functions (such as dynamic energy recovery function, dynamic friction braking function or dynamic distribution function, etc.) so that when the vehicle has potential safety hazards, it can provide the vehicle with dynamic control functions in a timely manner to ensure the vehicle's driving safety and driving experience.

When the dynamic control function of the vehicle is activated, the VCU or VDC can send control instructions to the first motor, the second motor (optional) or the electronic stability control system (ESC) chassis controller through the in-vehicle communication network (or gateway), so that the first motor, the second motor (optional) or the ESC chassis controller can assist in controlling the safe driving of the vehicle according to the control instructions from the VCU or VDC, thereby ensuring the vehicle's driving safety and driving experience.

In a possible implementation, during and after the activation of the dynamic control function of the vehicle, the VCU or VDC may output reminder information to a peripheral device such as a touch screen and a speaker through a gateway to indicate the vehicle control decision result to the driver, so that the driver can be informed of the dynamic changes of the vehicle. The VCU or VDC may also receive control information from the vehicle driver through (or through a gateway) a peripheral device such as a touch screen and a microphone, and the control information may be associated with the aforementioned reminder information and may be used to assist the VCU or VDC in making vehicle control decisions.

It should be noted that in Figure 2, the bidirectional arrows between different modules are only used to indicate that the modules can communicate with each other, and do not limit any communication methods and information formats. The VCU or VDC can use different communication methods or information formats to communicate with different modules. The VCU or VDC may also have a protocol conversion or format conversion function, which is not limited in the embodiments of the present application. The other modules in the vehicle shown in Figure 2 are only examples, and the dotted box only indicates that the corresponding module is an optional module. The vehicle may not contain some of the modules shown in Figure 2, and may also include other modules in addition to some of the modules shown in Figure 2, or replace some of the modules in Figure 2 with other modules not shown, which will not be repeated here. In some designs, the vehicle's sensor system may also be integrated in the VCU or VDC, which is not limited in the embodiments of the present application.

During implementation, referring to FIG3 , the vehicle control method may include the following steps:

S310: The vehicle control unit (eg, VCU or VDC) calculates a first energy recovery torque according to a first driving parameter of the vehicle.

S320: Controlling the vehicle to perform energy recovery according to the first energy recovery torque.

In the embodiment of the present application, the vehicle control device can comprehensively obtain various driving parameters through the vehicle's sensor system, always monitor the vehicle's electronic control unit (ECU) and the vehicle's surrounding environment, and determine the scene the vehicle is in and whether to activate the vehicle's dynamic control function. The dynamic control function may include, but is not limited to: dynamic energy recovery function, dynamic friction braking function or dynamic distribution function, etc.

Among them, the dynamic energy recovery function can be used to dynamically limit the energy recovery intensity of at least one motor of the vehicle before the vehicle shows an unstable trend, so as to avoid the vehicle from skidding or drifting and other instability phenomena, and ensure the driving safety and driving experience of the vehicle. The dynamic friction braking function can also be used to dynamically adjust the friction plate of the vehicle before the vehicle shows an unstable trend to control the stability of the vehicle, thereby ensuring the driving safety and driving experience of the vehicle. The dynamic allocation function can be used to dynamically allocate control ratios for related control devices of the front axle or rear axle of the vehicle before the vehicle shows an unstable trend, and ensure the driving safety and driving experience of the vehicle through overall drive control of the vehicle. Optionally, the dynamic friction braking function can also be replaced by a dynamic hydraulic braking function, which uses hydraulic braking compensation and decides whether to compensate the front axle or the rear axle to ensure that the vehicle has a consistent deceleration and prevent the vehicle from having insufficient deceleration due to cornering.

During implementation, at least one activation condition can be preset in the vehicle control device. Then, during the driving process of the vehicle, the vehicle control device can determine whether to activate the relevant dynamic control function of the vehicle by comprehensively collecting various driving parameters to see whether they meet the corresponding activation conditions of each dynamic control function.

For example, according to the monitoring requirements, the activation conditions of various dynamic control functions of the vehicle can be respectively configured by driving parameters obtained through various channels, and the conditions that should be met for dynamic control, such as the conditions that should be met by yaw rate, speed, braking force request information, longitudinal acceleration, etc. For example, the activation condition of the dynamic energy recovery function is represented as a first activation condition, and the first activation condition may include at least one of the following: the yaw rate of the vehicle is greater than or equal to the first value; the speed of the vehicle is greater than or equal to the second value; or the value of the braking force request information of the vehicle is greater than or equal to the third value. For another example, the activation condition of the dynamic allocation function is represented as a second activation condition, and the second activation condition may include at least one of the following: the yaw rate of the vehicle is greater than or equal to the fourth value, or the longitudinal acceleration is greater than or equal to the fifth value. The activation condition of the dynamic friction braking function is represented as a third activation condition, and the third activation condition may be the same as the above second activation condition.

Among them, the application of the above various dynamic control functions in the VCU or VDC of the vehicle can be specifically configured with reference to the vehicle's hardware. For example, in a two-wheel drive electric vehicle, the two-wheel drive electric vehicle may only include a rear-drive motor, and the two-wheel drive electric vehicle can be controlled by applying the dynamic energy recovery function and dynamic friction braking function of the embodiment of the present application in the two-wheel drive electric vehicle. For example, in a four-wheel drive electric vehicle, the four-wheel drive electric vehicle includes a front-drive motor and a rear-drive motor, and the four-wheel drive electric vehicle can be controlled by applying at least one of the dynamic energy recovery function, dynamic friction braking function or dynamic allocation function of the embodiment of the present application in the four-wheel drive electric vehicle, and the embodiment of the present application does not limit this.

It should be noted that, in the embodiment of the present application, the activation conditions of each preset dynamic control function can be manually configured, or obtained by an automated tool or big data statistical calculation, and the embodiment of the present application does not limit this specific implementation method. Moreover, this is only an example of the activation method of the dynamic control function and is not limited. In other embodiments, other activation conditions or activation methods can also be set. Moreover, in different activation conditions, each driving parameter can be configured with different thresholds as needed. For example, in the first activation condition, the first value of the yaw angular velocity can be set to 10 degrees per second (°/s), the second value of the speed can be set to 10 kilometers per hour (Km/h), and the braking force request information can be expressed in percentage (%), indicating the degree to which the brake pedal is stepped on (manually or automatically, etc.), 0 means not stepped on, 100 means stepped on to the bottom, and the third value of the braking force request information can be set to 40, for example. For another example, in the second activation condition, the fourth value of the yaw angular velocity can be set to 5°/s, and the fifth value (absolute value) of the longitudinal acceleration can be set to 0.05g (g represents gravitational acceleration, for example g=9.8 meters per second (m/s)), with the unit being meter per second squared (m/s ² ).

In an embodiment of the present application, if before implementing S310, the vehicle control device determines that the vehicle meets at least one first activation condition and starts the dynamic energy recovery function, the vehicle control device can implement S310 to calculate the first energy recovery torque based on the first driving parameter of the vehicle.

In the embodiment of the present application, in order to control the vehicle before the vehicle becomes unstable, a possible implementation is that the first driving parameter may include a driving parameter that can directly or indirectly reflect the yaw stability state of the vehicle. For example, the first driving parameter may include yaw velocity, which refers to the deflection of the vehicle around the vertical axis, and the magnitude of the deflection represents the stability of the vehicle.

The yaw rate can be read by a corresponding sensor (such as an angular velocity sensor or a yaw rate sensor). Alternatively, the yaw rate can also be calculated or processed by other driving parameters, for example, the yaw rate of the vehicle can be obtained by deriving the heading angle of the vehicle. Alternatively, the yaw rate can also be indirectly reflected by at least one of the following driving parameters: steering wheel angle, lateral acceleration or roll angle. For example, the steering wheel angle, lateral acceleration or roll angle may not have a correlation with the yaw rate of the vehicle, but can reflect the yaw rate to a certain extent, thereby characterizing the yaw stability state of the vehicle. For example, the steering wheel angle, lateral acceleration or roll angle may have a linear or nonlinear correlation with the yaw rate of the vehicle. Based on the steering wheel angle, lateral acceleration or roll angle and the correlation between these driving parameters and the yaw rate, the yaw rate can be obtained, thereby characterizing the yaw stability state of the vehicle.

It should be understood that this is only an example of a driving parameter that directly or indirectly reflects the yaw stability state of the vehicle, and it is not a limitation. In other embodiments, the specific content of the first driving parameter can also be customized according to the application scenario or business requirements, so that the vehicle control device can more accurately use the yaw stability state of the vehicle to control the vehicle. In addition, the correlation between the yaw rate and other driving parameters (such as heading angle, steering wheel angle, lateral acceleration or roll angle, etc.) can be determined by the nature of the driving parameters themselves. For example, the yaw rate can be obtained by taking the derivative of the heading angle. Alternatively, the correlation between the yaw rate and other driving parameters (such as heading angle, steering wheel angle, lateral acceleration or roll angle, etc.) can also be determined in advance by artificial (or automatic) modeling, and the embodiments of the present application do not limit this.

When S310 is specifically implemented, as shown in FIG4 , the vehicle control device may, for example, obtain the first driving parameter from the sensor system, and determine whether to activate the dynamic energy recovery function according to the first driving parameter. If it is determined according to the first driving parameter that the vehicle meets the corresponding first activation condition, the dynamic energy recovery function may be activated. If not, it is not activated, but the first driving parameter is monitored in real time to determine whether it meets the corresponding first activation condition.

If the dynamic energy recovery function of the vehicle control device is activated, in one possible implementation, the vehicle control device may use a direct calculation method to directly calculate the first energy recovery torque according to the first driving parameter of the vehicle. In another possible implementation, the vehicle control device may use an indirect calculation method to indirectly calculate the first energy recovery torque according to the first driving parameter of the vehicle. The calculated first energy recovery torque may be provided to the ESC chassis controller or the motor as output information of the vehicle control device to control the vehicle to perform energy recovery.

This method is described in detail below in conjunction with embodiments.

(I) Taking the direct calculation method as an example, the vehicle control device can directly calculate the first energy recovery torque according to the first driving parameter through a formula (or so-called calculation expression) or a table lookup.

①. Taking the formula calculation method as an example, in a possible implementation, the vehicle control device can directly calculate the first energy recovery torque using a preset calculation formula.

For example, x represents the yaw rate, T1 represents the first energy recovery torque, and the calculation formula of T1 can be shown as the following expression (1):

T1＝λ*x  (1);

Wherein, λ represents the dynamic control coefficient corresponding to the yaw angular velocity. λ may be an empirical parameter or may be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of λ. Wherein, if the unit of x is °/s, the unit of λ may be: (N·m·s)/°; if the unit of x is rad/s, the unit of λ may be: (N·m·s)/rad.

The vehicle control device can substitute the value of the yaw angular velocity into the above expression (1) through the sensing system or its own computing power, if the value of the yaw angular velocity is known, to directly calculate the first energy recovery torque Y.

In another possible implementation manner, the first driving parameter may also include other parameters besides the yaw rate. Accordingly, the above expression (1) may be transformed into other expressions.

For example, taking the case where the first driving parameter also includes the speed of the vehicle, the vehicle control device can calculate the first energy recovery torque T1 by the following expression (2):

T1＝λ1*x+λ2*v  (2);

Wherein, x represents the yaw rate, and λ1 represents the dynamic control coefficient corresponding to the yaw rate. v represents the speed, and λ2 represents the dynamic control coefficient corresponding to the speed. λ1 and λ2 can be empirical parameters, or they can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of λ1 and λ2. Wherein, if the unit of x is °/s, the unit of λ1 can be: (N·m·s)/°; if the unit of x is rad/s, the unit of λ1 can be: (N·m·s)/rad; if the unit of v is km/h, the unit of λ2 can be: (N·m·h)/km; if the unit of v is m/s, the unit of λ2 can be: N·s.

For another example, taking the case where the first driving parameter also includes braking force request information, x in expression (2) can be replaced by z, λ1 can be replaced by λ3, z represents the braking force request information, and λ3 represents the dynamic control coefficient corresponding to the braking force request information, that is, the first energy recovery torque can be calculated according to the braking force request information and the speed. λ3 can be an empirical parameter or can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of λ3.

For another example, taking the case where the first driving parameter also includes speed and braking force request information, the vehicle control device can calculate the first energy recovery torque by the following expression (3):

T1＝λ1*x+λ2*v+λ3*z  (3);

Wherein, x represents the yaw rate, and λ1 represents the dynamic control coefficient corresponding to the yaw rate. v represents the speed, and λ2 represents the dynamic control coefficient corresponding to the speed. z represents the braking force request information, and λ3 represents the dynamic control coefficient corresponding to the braking force request information. λ1, λ2, and λ3 may be empirical parameters, or may be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of λ1, λ2, and λ3. Wherein, if the unit of x is °/s, the unit of λ1 may be: (N·m·s)/°; if the unit of x is rad/s, the unit of λ1 may be: (N·m·s)/rad; if the unit of v is km/h, the unit of λ2 may be: (N·m·h)/km; if the unit of v is m/s, the unit of λ2 may be: N·s. If the z brake pedal opening is expressed as a percentage, the unit of λ3 may be N·m.

The vehicle control device can provide the first energy recovery torque calculated by the above expression (1), (2), or (3) as output information to the corresponding device of the vehicle (such as a motor or an ESC chassis controller) to control the vehicle to perform energy recovery.

②. Taking direct calculation by table lookup as an example, in one possible implementation, the first driving parameter may include the yaw angular velocity (for example, expressed as x) and the speed of the vehicle (for example, expressed as y). The vehicle control device may directly calculate the first energy recovery torque corresponding to (x, y) through the following Table 1.

Table 1

y/x	1	3	4	5	6	8	10	12	14	16	20	25	30
20	-1550	-1550	-1550	-1550	-1550	-1350	-1250	-1250	-1150	-1050	-1050	-1050	-1050
40	-1540	-1540	-1540	-1540	-1540	-1240	-1140	-1140	-1040	-940	-840	-790	-740
60	-1530	-1530	-1530	-1530	-1530	-1130	-1030	-1030	-930	-830	-630	-530	-430
80	-1520	-1520	-1520	-1520	-1520	-1120	-1020	-1020	-920	-720	-520	-520	-420
100	-1515	-1515	-1515	-1515	-1515	-1115	-1015	-1015	-915	-715	-515	-515	-315
120	-1510	-1510	-1310	-1310	-1310	-910	-810	-810	-710	-510	-510	-510	-310
140	-1505	-1505	-1305	-1305	-1305	-905	-805	-805	-705	-505	-505	-505	-305
160	-1500	-1500	-1300	-1300	-1300	-900	-800	-800	-700	-500	-500	-500	-300
180	-1500	-1500	-1300	-1300	-1300	-900	-800	-800	-700	-500	-500	-500	-300

In Table 1, the value of x in the first row represents the value of the yaw rate of the vehicle, and the unit may be degrees per second (°/s). The value of y in the first column represents the value of the speed of the vehicle, and the unit may be kilometers per hour (Km/h). The first energy recovery torque may be a negative torque, and the unit may be Newton meter (N·M).

The vehicle control device can directly query the corresponding first energy recovery torque through Table 1 through the sensing system or its own computing power, when the yaw rate and speed are known. For example, if the yaw rate is 20°/s and the speed is 80Km/h, the first energy recovery torque is -520N·M. When implementing S320, the vehicle control device can control the vehicle to recover energy based on -520N·M. For another example, if the yaw rate is 5°/s and the speed is 180Km/h, the first energy recovery torque is -1300N·M. When implementing S320, the vehicle control device can control the vehicle to recover energy based on -1300N·M.

In another possible implementation, the first driving parameter may include braking force request information (for example, represented as x) and vehicle speed (for example, represented as y), and the vehicle control device may directly calculate the first energy recovery torque corresponding to (x, y) through the following Table 2.

Table 2

x/y	0	15	20	25	40	60	80	100	120	140	160
0	-1550	-1550	-1550	-1550	-1550	-1550	-1550	-1550	-1550	-1550	-1550
10	-1500	-1300	-1300	-1200	-1100	-1100	-1100	-1100	-1100	-1100	-1100
20	-1310	-1210	-1210	-1110	-1010	-1010	-1010	-1010	-1010	-1010	-1010
30	-1220	-1120	-1120	-1020	-920	-920	-920	-920	-920	-920	-920
40	-1130	-1030	-1030	-930	-830	-830	-830	-830	-830	-830	-830
50	-1040	-940	-940	-840	-740	-740	-740	-740	-740	-740	-740
60	-950	-850	-850	-750	-650	-650	-650	-650	-650	-650	-650
70	-860	-800	-800	-720	-600	-600	-600	-600	-600	-600	-600
80	-770	-770	-770	-670	-570	-570	-570	-570	-570	-570	-570
90	-750	-750	-750	-550	-550	-550	-550	-550	-550	-550	-550
100	-750	-750	-750	-550	-550	-550	-550	-550	-550	-550	-550

In Table 2, the value of x in the first column indicates the braking force request information of the vehicle, and is expressed in percentage (%), indicating the degree to which the brake pedal is stepped on (manually or automatically, etc.), 0 indicates that the brake pedal is not stepped on, and 100 indicates that the brake pedal is stepped on to the bottom. The value of y in the first row indicates the speed of the vehicle, and the unit may be Km/h. The first energy recovery torque may be a negative torque, and the unit may be Newton-meter (N·M).

The vehicle control device can directly query the corresponding first energy recovery torque through Table 2 through the sensing system or its own computing power, when the value of the braking force request information and the speed value are known. For example, if the braking force request information is 20% and the speed is 80Km/h, the first energy recovery torque is -1010N·M. When implementing S320, the vehicle control device can control the vehicle to recover energy based on -1010N·M. For another example, if the braking force request information is 90% and the speed is 160Km/h, the first energy recovery torque is -550N·M. When implementing S320, the vehicle control device can control the vehicle to recover energy based on -550N·M.

It should be understood that if the first driving parameter includes yaw rate, speed and braking force request information, the above Table 2 can be replaced by a correspondence table based on the yaw rate, speed, braking force request information and the first energy recovery torque, and the corresponding first energy recovery torque can be directly queried through the yaw rate, speed and braking force request information, which will not be repeated here.

Furthermore, depending on the different vehicle components on which the first energy recovery torque acts, the vehicle control device can also convert the first energy recovery torque and output it. For example, if the first energy recovery torque is obtained in the manner shown in Table 1, and the first energy recovery torque needs to be output to the wheels, the vehicle control device can directly output the first energy recovery torque to the corresponding motor for energy recovery. If the first energy recovery torque is obtained in the manner shown in Table 1, and the first energy recovery torque needs to be output to the first motor, the vehicle control device can convert the first energy recovery torque (for example, the first energy recovery torque is divided by the reduction ratio (for example, 10)) and output it to the first motor, and the first motor controls the axle and performs energy recovery. The embodiment of the present application does not limit the implementation method of the energy recovery process based on the first energy recovery torque.

(ii) Taking the indirect calculation method as an example, the vehicle control device can calculate the intervention value according to the first driving parameter through a formula (or so-called calculation expression) or table lookup, and indirectly calculate the first energy recovery torque based on the intervention value.

①. Taking the formula calculation method as an example, in a possible implementation, the vehicle control device can calculate the first intervention value according to the first driving parameter using a preset formula, and calculate the first energy recovery torque according to the first intervention value.

For example, the first driving parameter may include the yaw rate, and the vehicle control device may calculate the first intervention value according to the yaw rate, and calculate the first energy recovery torque according to the first intervention value, as shown in the following expressions (4) and (5):

ΔT1＝αx  (4);

T1＝T0+ΔT1  (5);

Wherein, ΔT1 represents the first intervention value, x represents the yaw angular velocity, and α represents the dynamic intervention coefficient corresponding to the yaw angular velocity. α can be an empirical parameter, or it can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of α. If the unit of x is °/s, the unit of α can be: (N·m·s)/°; if the unit of x is rad/s, the unit of α can be: (N·m·s)/rad. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque. T0 can be a preset fixed value, or it can be a preset value associated with different yaw angular velocity values, and it can be an empirical value. The embodiment of the present application does not limit the implementation method of T0.

In another possible implementation, the first driving parameter may also include other parameters besides the yaw rate. Accordingly, the above expression (4) may be transformed into other expressions.

For example, taking the case where the first driving parameter also includes the speed of the vehicle, the vehicle control device may calculate the first intervention value according to the yaw angular velocity and the speed, and calculate the first energy recovery torque according to the first intervention value, as shown in the following expressions (6) and (5):

ΔT1＝α1x+α2v  (6);

T1＝T0+ΔT1  (5);

Wherein, ΔT1 represents the first intervention value, x represents the yaw rate, and α1 represents the dynamic intervention coefficient corresponding to the yaw rate. v represents the speed, and α2 represents the dynamic intervention coefficient corresponding to the speed. α1 and α2 can be empirical parameters, or they can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of α1 and α2. If the unit of x is °/s, the unit of α1 can be: (N·m·s)/°; if the unit of x is rad/s, the unit of α1 can be: (N·m·s)/rad; if the unit of v is km/h, the unit of α2 can be: (N·m·h)/km; if the unit of v is m/s, the unit of α2 can be: N·s. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque, and T0 can be a preset fixed value, or a preset value associated with different yaw rate values, or an empirical value. The embodiment of the present application does not limit the implementation method of T0.

For another example, taking the case where the first driving parameter also includes the braking force request information of the vehicle, in a possible implementation manner, the vehicle control device may, for example, calculate the second intervention value according to the braking force request information, and calculate the first energy recovery torque according to the second intervention value, as shown in the following expressions (7) and (8):

ΔT2＝βz  (7);

T1＝T0+ΔT2  (8);

Wherein, ΔT2 represents the second intervention value, z represents the braking force request information, and β represents the dynamic intervention coefficient corresponding to the braking force request information. β can be an empirical parameter, or it can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of β. If the z brake pedal opening is expressed as a percentage, the unit of β can be N·m. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque, and T0 can be a preset fixed value, or it can be a preset value associated with different yaw angular velocity values, and it can be an empirical value. The embodiment of the present application does not limit the implementation method of T0.

For another example, the vehicle control device may calculate the second intervention value according to the braking force request information and the speed, and calculate the first energy recovery torque according to the second intervention value, as shown in the following expressions (9) and (8):

ΔT2＝β1z+β2v  (9);

T1＝T0+ΔT2  (8);

Wherein, ΔT2 represents the second intervention value, z1 may represent the braking force request information, and β1 represents the dynamic intervention coefficient corresponding to the braking force request information. v represents the speed, and β2 represents the dynamic intervention coefficient corresponding to the speed. β1 and β2 may be empirical parameters, or may be obtained by mathematical modeling in advance. The implementation method of β1 and β2 is not limited in the embodiment of the present application. Wherein, if the z brake pedal opening is expressed as a percentage, the unit of β1 may be N·m; if the unit of v is km/h, the unit of β2 may be: (N·m·h)/km; if the unit of v is m/s, the unit of β2 may be: N·s. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque, and T0 may be a preset fixed value, or a preset value associated with different yaw angular velocity values, or may be an empirical value. The implementation method of T0 is not limited in the embodiment of the present application.

In order to improve the accuracy of dynamic control of the vehicle, a possible implementation is that the vehicle control device can calculate the first energy recovery torque using all possible driving parameters as the first driving parameters.

For example, taking the first driving parameter including the yaw rate, speed and braking force request information as an example, the vehicle control device may calculate the first intervention value according to the yaw rate and speed, calculate the second intervention value according to the braking force request information and the speed, and calculate the first energy recovery torque according to the larger value of the first intervention value and the second intervention value, as shown in the following expression (10):

T1＝T0+max(ΔT1，ΔT2)  (10);

Wherein, T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque, and T0 may be a preset fixed value, or a preset value associated with different yaw angular velocity values, or an empirical value. The embodiment of the present application does not limit the implementation method of T0. ΔT1 represents the first intervention value, which may be calculated by the above expression (6). ΔT2 represents the second intervention value, which may be calculated by the above expression (9).

②. Taking indirect calculation by table lookup as an example, the first driving parameter may include the yaw angular velocity (for example, expressed as x) and the speed of the vehicle (for example, expressed as y). The vehicle control device can obtain the first intervention value corresponding to (x, y) by querying the following Table 3, so as to calculate the first energy recovery torque using the queried first intervention value.

table 3

y/x	1	3	4	5	6	8	10	12	14	16	20	25	30
20	0	0	0	0	0	200	300	300	400	500	500	500	500
40	10	10	10	10	10	310	410	410	510	610	710	760	810
60	20	20	20	20	20	420	520	520	620	720	920	1020	1120
80	30	30	30	30	30	430	530	530	630	830	1030	1030	1130
100	35	35	35	35	35	435	535	535	635	835	1035	1035	1235
120	40	40	240	240	240	640	740	740	840	1040	1040	1040	1240
140	45	45	245	245	245	645	745	745	845	1045	1045	1045	1245
160	50	50	250	250	250	650	750	750	850	1050	1050	1050	1250
180	50	50	250	250	250	650	750	750	850	1050	1050	1050	1250

In Table 2, the value of x in the first row represents the value of the yaw rate of the vehicle, and the unit may be (°/s). The value of y in the first column represents the value of the speed of the vehicle, and the unit may be Km/h. The first intervention value may be a positive torque, and the unit may be N·M.

The vehicle control device can directly query the corresponding first intervention value through Table 3 through the sensing system or its own computing power, when the value of the yaw angular velocity and the value of the speed are known. The first intervention value can be substituted into the above expression (5) or (10) to calculate the first energy recovery torque. Further, the vehicle control device can control the vehicle to perform energy recovery according to the calculated first energy recovery torque.

In another possible implementation, the first driving parameter may include braking force request information (for example, represented as x) and vehicle speed (for example, represented as y). The vehicle control device may query the first intervention value corresponding to (x, y) through the following Table 4, and calculate the first energy recovery torque using the queried first intervention value.

Table 4

x/y	0	15	20	25	40	60	80	100	120	140	160
0	0	0	0	0	0	0	0	0	0	0	0
10	50	250	250	350	450	450	450	450	450	450	450
20	240	340	340	440	540	540	540	540	540	540	540
30	330	430	430	530	630	630	630	630	630	630	630
40	420	520	520	620	720	720	720	720	720	720	720
50	510	610	610	710	810	810	810	810	810	810	810
60	600	700	700	800	900	900	900	900	900	900	900
70	690	750	750	830	950	950	950	950	950	950	950
80	780	780	780	880	980	980	980	980	980	980	980
90	800	800	800	1000	1000	1000	1000	1000	1000	1000	1000
100	800	800	800	1000	1000	1000	1000	1000	1000	1000	1000

In Table 4, the value of x in the first column represents the braking force request information of the vehicle, and is expressed in percentage (%), indicating the degree to which the brake pedal is stepped on (manually or automatically, etc.), 0 indicates that the brake pedal is not stepped on, and 100 indicates that the brake pedal is stepped on to the bottom. The value of y in the first row represents the value of the vehicle speed, and the unit may be Km/h. The first intervention value may be a positive torque, and the unit may be Newton-meter (N·M).

The vehicle control device can directly query the corresponding second intervention value through Table 4 through the sensing system or its own computing power, when the value of the braking force request signal and the value of the speed are known. The second intervention value can be substituted into the above expression (8) or (10) to calculate the first energy recovery torque. Further, the vehicle control device can control the vehicle to perform energy recovery according to the calculated first energy recovery torque.

It should be understood that if the first driving parameter includes yaw rate, speed and braking force request information, the above Table 4 can be replaced by a correspondence table based on yaw rate, speed, braking force request information and intervention value, and the intervention value is directly queried through the yaw rate, speed and braking force request information, and the first energy recovery torque is calculated using the queried intervention value, which will not be repeated here.

Similarly, in the indirect calculation method (two), depending on the different vehicle devices on which the first energy recovery torque acts, the vehicle control device can also convert the queried intervention value for calculating the first energy recovery torque. For example, if the preset T0 is an energy recovery torque configured to act on the wheel end, then the intervention value obtained in the manner shown in Table 3 or Table 4 can be used directly to calculate T1. If the preset T0 is an energy recovery torque configured to act on the motor (used to drive the axle) end, then the intervention value obtained in the manner shown in Table 3 or Table 4 needs to be converted before use, for example, divided by the reduction ratio. The embodiment of the present application does not limit the implementation method of the energy recovery process based on the first energy recovery torque.

So far, the calculation method of the first energy recovery torque of the embodiment of the present application has been introduced through the above direct calculation method (I) and indirect calculation method (II). This calculation method can dynamically limit the intensity of the vehicle's energy recovery to reduce or even avoid the vehicle's instability tendency (such as side slip or tail swing) when implementing energy recovery in certain special scenarios (such as cornering scenarios), thereby ensuring the driving safety of the vehicle. At the same time, based on this method, the ESC correction triggered by vehicle instability can also be reduced to avoid the vehicle from having a "feeling of rushing forward" to ensure the driving experience.

In the embodiment of the present application, the vehicle control device implements the above-mentioned dynamic energy recovery function to ensure the driving safety of the vehicle at the expense of some recoverable energy, and is unable to take into account both safety (or driving experience) and energy recovery. In view of this, the embodiment of the present application also proposes a dynamic allocation function. In some scenarios (such as four-wheel drive electric vehicles), the vehicle control device can start the dynamic allocation function to allocate the energy recovery torque to different motors of the vehicle as needed, so that different motors can respectively assume part of the energy recovery capacity, so as to prevent the vehicle from becoming unstable and ensure driving safety, while trying to optimize the total energy recovery intensity of the vehicle.

In specific implementation, as shown in FIG5 , the dynamic allocation function may be associated with a second driving parameter, for example, and the vehicle control device may obtain the second driving parameter through a sensing system or its own computing power, and may determine whether to activate the dynamic allocation function based on the obtained second driving parameter. If it is determined based on the second driving parameter that the vehicle satisfies the corresponding second activation condition, the dynamic allocation function may be activated. If not, it is not activated, but the second driving parameter is monitored in real time to see whether it satisfies the corresponding second activation condition. By way of example, the second driving parameter may include, for example, yaw rate and/or longitudinal acceleration. At least one second activation condition associated with the dynamic allocation function may include: the yaw rate of the vehicle is greater than or equal to a fourth value; or, the longitudinal acceleration of the vehicle is greater than or equal to a fifth value. The vehicle control device may start the dynamic allocation function when the obtained second driving parameter satisfies the corresponding second activation condition.

Furthermore, the vehicle control device can obtain the distribution ratio of the energy recovery torque of different motors of the vehicle according to the second driving parameter of the vehicle, so as to distribute the total energy recovery torque (for example, the first energy recovery torque) to different motors of the vehicle according to different distribution ratios.

For example, the corresponding relationship between the second driving parameter and the distribution ratio of the energy recovery torque may be preset in the vehicle control device, and the vehicle control device may obtain part or all of the required distribution ratio information by looking up a table.

For example, taking the vehicle as a four-wheel drive electric vehicle and equipped with a first motor and a second motor, the first distribution ratio associated with the first motor can be recorded in the preset distribution ratio information, and the vehicle control device can query the first distribution ratio from the preset distribution ratio information according to the second driving parameter of the vehicle, and calculate the energy recovery torque allocated to the first motor according to the total energy recovery torque and the first distribution ratio (for example, expressed as the second energy recovery torque), and calculate the energy recovery torque allocated to the second motor according to the total energy recovery torque and the second distribution ratio (for example, expressed as the third energy recovery torque), and the second distribution ratio is the difference between 1 and the first distribution ratio.

As an example, the preset allocation ratio information may be shown in Table 5 below:

table 5

y/x	1	3	4	5	6	8	10	12	14	16	20	25	30	40
0.1	100	100	100	90	80	60	60	50	50	40	40	40	40	40
0.5	100	100	100	90	80	60	50	50	50	40	40	40	40	40
1	100	100	100	90	70	50	40	30	30	30	30	30	20	20
1.5	100	100	100	90	70	50	40	30	30	30	30	30	20	20
2.5	100	100	100	90	70	50	40	30	30	30	30	30	20	20
3	100	100	100	90	70	50	40	30	30	30	30	30	20	20
3.6	100	100	100	90	70	50	40	30	30	30	30	30	20	20
5	100	100	100	90	70	50	40	30	30	30	30	30	20	20
6	100	100	100	90	70	50	40	30	30	30	30	30	20	20

In Table 5, the value of x in the first row represents the value of the yaw angular velocity, and the unit may be °/s. The value of y in the first column represents the absolute value of the longitudinal acceleration of the vehicle, and the unit may be m/s ² . The first allocation ratio is expressed in percentage (%), wherein when the value of the first allocation ratio is 100, it means that 100% (all) of the total energy recovery torque is allocated to the first motor, and when the value of the first allocation ratio is 20, it means that 20% of the total energy recovery torque is allocated to the first motor, and the remaining 80% is allocated to the second motor.

Therefore, through the above dynamic allocation method, during the driving process of the vehicle, according to the dynamic change of the value of the second driving parameter, the energy recovery torque allocated to different motors of the vehicle can be dynamically adjusted, so that different motors of the vehicle can all recover energy, which helps to prevent the vehicle from becoming unstable and ensure driving safety while making the total energy recovery intensity of the vehicle as optimal as possible. At the same time, the vehicle responds according to different control strategies, and the vehicle driving status is fed back in real time through the sensor system, etc., to realize a closed-loop adjustment strategy.

It should be noted that the above second driving parameter is only an example and not a limitation. In practical applications, the yaw rate and/or longitudinal acceleration in the second driving parameter can be replaced by other driving parameters. For example, the yaw rate can be replaced by the heading angle of the vehicle, and the yaw rate of the vehicle can be obtained by deriving the heading angle of the vehicle. Alternatively, the yaw rate can also be indirectly reflected by at least one of the following driving parameters: steering wheel angle, lateral acceleration or roll angle. For example, the steering wheel angle, lateral acceleration or roll angle may not have a correlation with the yaw rate of the vehicle, but can reflect the yaw rate to a certain extent, thereby characterizing the yaw stability state of the vehicle. For example, the steering wheel angle, lateral acceleration or roll angle may have a linear or nonlinear correlation with the yaw rate of the vehicle. Based on the steering wheel angle, lateral acceleration or roll angle and the correlation between these driving parameters and the yaw rate, the yaw rate can be obtained, thereby characterizing the yaw stability state of the vehicle. Similarly, the longitudinal acceleration can be replaced by any of the following parameters to achieve the same or similar effect as the longitudinal acceleration: vehicle speed change rate, front axle speed change rate or rear axle speed change rate, calculation based on vehicle force, etc., which will not be repeated here.

In addition, due to the limitations of vehicle devices, in some scenarios (such as two-wheel drive electric vehicles with one and only one rear-drive motor), the vehicle control device is not suitable for applying the above-mentioned dynamic allocation function to dynamically allocate energy recovery torque to different motors of the vehicle, or the rear-drive motor of the vehicle is not suitable for dynamically limiting the intensity of energy recovery. In view of this, the embodiment of the present application also proposes a dynamic friction braking function, which can cause the front axle of the vehicle to generate a friction braking force, and the friction braking force can be equal to the energy recovery torque allocated to the second motor in the above-mentioned scheme of starting the dynamic allocation function, so that the stability of the vehicle can also be guaranteed in the two-wheel drive electric vehicle, and the same goal as the dynamic energy recovery function or dynamic allocation function described above can be achieved. It should be understood that here only a two-wheel drive electric vehicle using a rear-drive motor is used as an example for explanation. In actual applications, if a two-wheel drive electric vehicle uses a front-drive motor, the dynamic friction braking function can cause the rear axle of the vehicle to generate a friction braking force, so that the same goal can be achieved in the two-wheel drive electric vehicle.

When the dynamic friction braking function is specifically implemented, as shown in FIG5 , with reference to the dynamic allocation function, the vehicle control device can calculate the friction braking force according to the total energy recovery torque (e.g., the first energy recovery torque) and the third allocation ratio, and control the master cylinder pressure or wheel cylinder pressure of the vehicle through the ESC chassis controller according to the friction braking force. The third allocation ratio is the difference between 1 and the first allocation ratio. The method for obtaining the first allocation ratio can refer to the relevant description of Table 5, which will not be repeated here.

It should be noted that in the embodiments of the present application, in the four-wheel drive electric vehicle scenario, the vehicle control device can also start the dynamic friction braking function as needed. The control scheme based on the dynamic friction braking function can be used as a replacement for the control scheme based on the dynamic allocation function of the four-wheel drive electric vehicle, or, the control scheme based on the dynamic friction braking function can also be used as a supplementary control scheme for the four-wheel drive electric vehicle. The embodiments of the present application do not limit the use of these functions.

Therefore, the vehicle control device can take into account the vehicle's driving safety (or driving experience) and energy recovery as fully as possible through the above dynamic energy recovery function, dynamic distribution function and/or friction braking function according to the actual components of the vehicle. At the same time, the vehicle responds according to different control strategies and provides real-time feedback on the vehicle's driving status through the sensor system, etc., to achieve a closed-loop adjustment strategy.

In addition, it should be noted that T0 described in the above method of the embodiment of the present application can be a preset value, but in actual application, due to the complex vehicle driving environment, the preset information cannot be applicable in different situations and achieve the desired dynamic control effect. Therefore, as an alternative solution, T0 described in the above embodiment can also be calculated directly or indirectly based on at least one driving parameter actually collected.

For example, the fourth energy recovery torque represents T0, as shown in FIG6, when the dynamic energy recovery function is started, the vehicle control device can calculate the fourth energy recovery torque according to the third driving parameter of the vehicle, and calculate the first energy recovery torque according to the first driving parameter and the fourth energy recovery torque. For example, the third driving parameter includes at least one of the following: accelerator pedal opening information, SOC, speed, gear, driving mode, road mode. The subsequent control process can refer to the relevant description in the above text combined with FIG4 or FIG5, which will not be repeated here.

It should be noted that in the embodiment of the present application, if the vehicle control device starts the dynamic energy recovery function, the dynamic allocation function and/or the friction braking function, then the vehicle control device can calculate the energy recovery torque to be output (for example, including the first energy recovery torque, the second energy recovery torque or the third energy recovery torque) according to the method described above, and control the vehicle. If the relevant driving parameters do not reach the set threshold, the vehicle control device does not start the dynamic energy recovery function, the dynamic allocation function and/or the friction braking function, then the vehicle control device can use the fourth energy recovery torque calculated according to the third driving parameter as output to recover energy for the vehicle, which will not be repeated here.

In addition, in actual applications, the road environment of the road on which the vehicle is located may affect the driving safety and energy recovery of the vehicle. In this regard, a possible implementation method is that after the vehicle control device calculates the first energy recovery torque, or the second energy recovery torque, or the third energy recovery torque, or the friction braking force to be output according to the above description, it can calculate the front axle slip rate and the rear axle slip rate according to the fourth driving parameter, and adjust the first energy recovery torque, or the second energy recovery torque, or the third energy recovery torque, or the friction braking force to be output according to the calculated front axle slip rate, rear axle slip rate and the target slip rate boundary value.

For example, the fourth driving parameter may include at least one of the following wheel speed, speed or axle speed. The vehicle control device may determine the target slip rate boundary value according to the road surface type of the road on which the vehicle is located. If the calculated front axle slip rate is greater than the target slip rate boundary value, the energy recovery intensity of the front axle may be appropriately weakened, for example, the energy recovery torque to be provided to the front axle motor (for example, the second motor) may be reduced or the friction braking force to be provided to the front axle may be reduced. If the calculated rear axle slip rate is greater than the target slip rate boundary value, the energy recovery intensity of the rear axle may be appropriately weakened, for example, the energy recovery torque to be provided to the rear axle motor (for example, the first motor) may be reduced or the friction braking force to be provided to the rear axle may be reduced. The calculation method of the front axle slip rate or the rear axle slip rate will not be repeated here.

Therefore, through the above method, the energy recovery intensity of the front axle or rear axle of the vehicle is dynamically modified based on the slip rate, thereby preventing the slip rate of a certain axle (such as the rear axle) from increasing and causing the vehicle to become unstable.

So far, the vehicle control method of the present application has been introduced in combination with the above method embodiment. In the method, the vehicle control device can be configured with a dynamic energy recovery function, a dynamic allocation function and/or a dynamic friction braking function. The vehicle control device can obtain at least one driving parameter of the vehicle through the vehicle's sensor system, and always keep monitoring and collecting the vehicle's operating data. The vehicle control device can determine whether the relevant driving parameters meet the activation conditions of each dynamic control function. If they meet the conditions, the corresponding function can be activated, and the vehicle control method of the embodiment of the present application can be implemented using each dynamic control function to dynamically limit the intensity of energy recovery of the vehicle device, so as to reduce or even avoid the instability trend (such as side slip or tail swing) of the vehicle when implementing energy recovery in certain special scenarios (such as cornering scenarios), thereby ensuring the driving safety of the vehicle. Further, by starting the dynamic allocation function and/or dynamic friction braking function as needed according to different devices of different vehicles, the energy recovery torque is allocated to different motors of the vehicle as needed, so that different motors respectively bear part of the energy recovery capacity, so as to prevent the vehicle from having an instability trend and ensure driving safety, while trying to optimize the total energy recovery intensity of the vehicle, and the dynamic friction braking function can also achieve the same goal. At the same time, this method can also reduce the ESC correction triggered by vehicle instability, avoid the vehicle's "forward feeling", and ensure the driving experience.

It should be noted that in the above method embodiments of the present application, only VCU or VDC is used as an example of a vehicle control device for illustration, and the product form of the vehicle control device is not limited. In some embodiments, since the computing function of the cloud server is more powerful, the vehicle control device can also be configured on the cloud server. The cloud server can obtain at least one driving parameter from the vehicle's sensor system through the communication network, and after calculating the energy recovery torque or friction braking force to be provided to different control devices of the vehicle, the cloud server sends the energy recovery torque or friction braking force of the same control device to the vehicle through the communication network to achieve vehicle control, which will not be repeated here.

The embodiment of the present application also provides a vehicle control device, which can be used to execute the above method embodiment. The relevant features can be found in the above method embodiment and will not be repeated here.

As shown in FIG7 , in one example, the vehicle control device 700 may include: a calculation unit 701, used to calculate a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate; a control unit 702, used to control the vehicle to perform energy recovery according to the first energy recovery torque. For specific implementation methods, please refer to the method steps implemented by the vehicle control device in the above method embodiment, which will not be repeated here.

It should be understood that the division of the units in the above device is only a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory inside the device or a memory outside the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented by designing the hardware circuits, and the hardware circuits may be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of some or all of the above units may be implemented by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit may be implemented by a programmable logic device (PLD), and a field programmable gate array (FPGA) may be used as an example, which may include a large number of logic gate circuits, and the connection relationship between the logic gate circuits may be configured by a configuration file, so as to implement the functions of some or all of the above units. All units of the above devices may be implemented in the form of a processor calling software, or in the form of hardware circuits, or in part by a processor calling software, and the rest by hardware circuits.

In the embodiment of the present application, the processor is a circuit with signal processing capability. In one implementation, the processor may be a circuit with instruction reading and running capability, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP), etc.; in another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration may be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

In addition, the units in the above device can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device. The type of the at least one processor may be different, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

In a simple embodiment, those skilled in the art may appreciate that the vehicle control devices in the above embodiments may all adopt the form shown in FIG. 8 .

The device 800 shown in Fig. 8 includes at least one processor 810 and a communication interface 830. In an optional design, a memory 820 may also be included.

The specific connection medium between the processor 810 and the memory 820 is not limited in the embodiment of the present application.

In the apparatus as shown in FIG. 8 , the processor 810 may perform data transmission through the communication interface 830 when communicating with other devices.

When the vehicle control device adopts the form shown in FIG. 8 , the processor 810 in FIG. 8 can call the computer-executable instructions stored in the memory 820 so that the device 800 can execute any of the above method embodiments.

An embodiment of the present application also relates to a chip system, which includes a processor for calling a computer program or computer instructions stored in a memory so that the processor executes the method of any of the above embodiments.

In a possible implementation manner, the processor may be coupled to the memory through an interface.

In a possible implementation, the chip system may also directly include a memory, in which a computer program or computer instructions are stored.

For example, the memory may be a volatile memory or a nonvolatile memory, or may include both volatile and nonvolatile memory. Among them, the nonvolatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), and direct rambus RAM (DR RAM).

An embodiment of the present application also relates to a processor, which is used to call a computer program or computer instruction stored in a memory so that the processor executes the method described in any of the above embodiments.

For example, in the embodiment of the present application, the processor is an integrated circuit chip with signal processing capabilities. For example, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system chip (system on chip, SoC), a CPU, a network processor (network processor, NP), a microcontroller (micro controller unit, MCU), a PLD or other integrated chip, which can implement or execute the methods, steps and logic block diagrams disclosed in the embodiment of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiment of the present application can be directly embodied as a hardware decoding processor to perform, or the hardware and software modules in the decoding processor can be combined to perform. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in a memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

It should be understood that the embodiments of the present application may be provided as a method, a system, or a computer program product.

In a possible implementation, an embodiment of the present application provides a computer-readable storage medium, which stores a program code. When the program code runs on the computer, the computer executes the above method embodiment.

In a possible implementation, an embodiment of the present application provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above method embodiment.

Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device that implements the functions specified in one or more processes in the flowchart and/or one or more boxes in the block diagram.

These computer program instructions may also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, whereby the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and/or one or more boxes in the block diagram.

Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present application without departing from the scope of the embodiments of the present application. Thus, if these modifications and variations of the embodiments of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these changes and variations. In the various embodiments of the present application, if there is no special explanation and logical conflict, the terms and/or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

Claims (30)

1. A vehicle control method, characterized by comprising:

   Calculating a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate;

   The vehicle is controlled to perform energy recovery according to the first energy recovery torque.
2. The method according to claim 1, characterized in that the method further comprises:

   Determining that the vehicle satisfies at least one of the following first activation conditions:

   The yaw rate of the vehicle is greater than or equal to a first value;

   The speed of the vehicle is greater than or equal to a second value; or,

   The value of the braking force request information of the vehicle is greater than or equal to a third value.
3. The method according to claim 1 or 2, characterized in that the first driving parameter includes speed, and the calculating the first energy recovery torque according to the first driving parameter of the vehicle comprises:

   Calculating a first intervention value according to the yaw angular velocity and the speed;

   The first energy recovery torque is calculated according to the first intervention value.
4. The method according to claim 3, characterized in that the first driving parameter includes braking force request information, and the calculating the first energy recovery torque according to the first driving parameter of the vehicle comprises:

   calculating a second intervention value according to the braking force request information and the speed;

   The first energy recovery torque is calculated according to the second intervention value.
5. The method according to claim 4, characterized in that the calculating the first energy recovery torque according to the first driving parameter of the vehicle comprises:

   The first energy recovery torque is calculated according to a larger value of the first intervention value and the second intervention value.
6. The method according to any one of claims 1 to 5, characterized in that the method further comprises:

   Obtaining a first distribution ratio of energy recovery torque;

   The step of controlling the vehicle to perform energy recovery according to the first energy recovery torque includes:

   calculating a second energy recovery torque according to the first energy recovery torque and the first distribution ratio;

   According to the second energy recovery torque, the first motor of the vehicle is controlled to perform energy recovery.
7. The method according to claim 6, characterized in that the method further comprises:

   Calculating a third energy recovery torque according to the first energy recovery torque and a second allocation ratio, wherein the second allocation ratio is a difference between 1 and the first allocation ratio;

   According to the third energy recovery torque, the second motor of the vehicle is controlled to perform energy recovery.
8. The method according to claim 6 or 7, characterized in that the method further comprises:

   calculating a friction braking force according to the first energy recovery torque and a third distribution ratio, wherein the third distribution ratio is a difference between 1 and the first distribution ratio;

   A master cylinder pressure or a wheel cylinder pressure of the vehicle is controlled based on the friction braking force.
9. The method according to any one of claims 6 to 8, characterized in that the obtaining of the first distribution ratio of the energy recovery torque comprises:

   The first distribution ratio is queried from preset distribution ratio information according to a second driving parameter of the vehicle, wherein the second driving parameter includes a yaw angular velocity and/or a longitudinal acceleration.
10. The method according to claim 9, characterized in that the method further comprises:

    Determining that the vehicle satisfies at least one of the following second activation conditions:

    The yaw rate of the vehicle is greater than or equal to a fourth value; or,

    The longitudinal acceleration of the vehicle is greater than or equal to a fifth value.
11. The method according to any one of claims 1 to 10, characterized in that the method further comprises:

    When the energy recovery function is started, a fourth energy recovery torque is calculated according to a third driving parameter of the vehicle, wherein the third driving parameter includes at least one of the following: accelerator pedal opening information, battery state of charge SOC, speed, gear position, driving mode, and road mode;

    The calculating the first energy recovery torque according to the first driving parameter of the vehicle includes:

    The first energy recovery torque is calculated according to the first driving parameter and the fourth energy recovery torque.
12. The method according to any one of claims 1 to 11, characterized in that the method further comprises:

    Calculating a front axle slip ratio and a rear axle slip ratio according to a fourth driving parameter of the vehicle, wherein the fourth driving parameter includes at least one of the following: wheel speed, speed or axle speed;

    The first energy recovery torque is adjusted according to the front axle slip rate, the rear axle slip rate and the target slip rate boundary value.
13. The method according to claim 12, characterized in that the method further comprises:

    The target slip ratio boundary value is determined according to the road surface type of the road where the vehicle is located.
14. A vehicle control device, characterized by comprising:

    a calculation unit, configured to calculate a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate;

    A control unit is used to control the vehicle to perform energy recovery according to the first energy recovery torque.
15. The device according to claim 14, further comprising a determination unit, configured to determine that the vehicle satisfies at least one of the following first activation conditions:

    The yaw rate of the vehicle is greater than or equal to a first value;

    The speed of the vehicle is greater than or equal to a second value; or,

    The value of the braking force request information of the vehicle is greater than or equal to a third value.
16. The device according to claim 14 or 15, characterized in that the first driving parameter includes speed, and the calculation unit is specifically used to:

    Calculating a first intervention value according to the yaw angular velocity and the speed;

    The first energy recovery torque is calculated according to the first intervention value.
17. The device according to claim 16, characterized in that the first driving parameter includes braking force request information, and the calculation unit is specifically used to:

    calculating a second intervention value according to the braking force request information and the speed;

    The first energy recovery torque is calculated according to the second intervention value.
18. The device according to claim 17, characterized in that the computing unit is specifically used for:

    The first energy recovery torque is calculated according to a larger value of the first intervention value and the second intervention value.
19. The device according to any one of claims 14 to 18, characterized in that the device further comprises:

    An acquisition unit, configured to acquire a first distribution ratio of the energy recovery torque;

    The control unit is specifically used for:

    calculating, by the calculation unit, a second energy recovery torque according to the first energy recovery torque and the first distribution ratio;

    According to the second energy recovery torque, the first motor of the vehicle is controlled to perform energy recovery.
20. The device according to claim 19, characterized in that the control unit is further used for:

    calculating, by the calculation unit, a third energy recovery torque according to the first energy recovery torque and a second allocation ratio, wherein the second allocation ratio is a difference between 1 and the first allocation ratio;

    According to the third energy recovery torque, the second motor of the vehicle is controlled to perform energy recovery.
21. The device according to claim 19 or 20, characterized in that the control unit is further used for:

    By means of the calculation unit, a friction braking force is calculated according to the first energy recovery torque and a third distribution ratio, wherein the third distribution ratio is a difference between 1 and the first distribution ratio;

    A master cylinder pressure or a wheel cylinder pressure of the vehicle is controlled based on the friction braking force.
22. The device according to any one of claims 19 to 21, characterized in that the acquisition unit is specifically used to:

    The first distribution ratio is queried from preset distribution ratio information according to a second driving parameter of the vehicle, wherein the second driving parameter includes a yaw angular velocity and/or a longitudinal acceleration.
23. The device according to claim 22, characterized in that the device further comprises a determination unit, configured to determine that the vehicle satisfies at least one of the following second activation conditions:

    The yaw rate of the vehicle is greater than or equal to a fourth value; or,

    The longitudinal acceleration of the vehicle is greater than or equal to a fifth value.
24. The device according to any one of claims 14 to 23, characterized in that the computing unit is further used for:

    When the energy recovery function is started, a fourth energy recovery torque is calculated according to a third driving parameter of the vehicle, wherein the third driving parameter includes at least one of the following: accelerator pedal opening information, battery state of charge SOC, speed, gear position, driving mode, and road mode;

    The calculation unit calculates a first energy recovery torque according to a first driving parameter of the vehicle, including:

    The first energy recovery torque is calculated according to the first driving parameter and the fourth energy recovery torque.
25. The device according to any one of claims 14 to 24, characterized in that the computing unit is further used for:

    Calculating a front axle slip ratio and a rear axle slip ratio according to a fourth driving parameter of the vehicle, wherein the fourth driving parameter includes at least one of the following: wheel speed, speed or axle speed;

    The first energy recovery torque is adjusted according to the front axle slip rate, the rear axle slip rate and the target slip rate boundary value.
26. The device according to claim 25, characterized in that the device further comprises:

    A determination unit is used to determine the target slip rate boundary value according to the road surface type of the road where the vehicle is located.
27. A terminal device, comprising a processor, wherein the processor is coupled to a memory:

    The processor is configured to execute a computer program or instruction stored in the memory, so that the terminal device executes the method according to any one of claims 1 to 13.
28. A vehicle, characterized by comprising a unit for implementing the method according to any one of claims 1 to 13.
29. A readable storage medium, characterized in that it includes a program or an instruction, and when the program or the instruction is executed, the method according to any one of claims 1 to 13 is executed.
30. A computer program product, characterized in that when the computer program product is run on a computer, the computer is caused to execute the method according to any one of claims 1 to 13.

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